Telematics enhanced mobile device safety interlock

ABSTRACT

A vehicle includes a telematics controller and at least three short range, low power interior transceivers, one of which is focused on a vehicle&#39;s driver&#39;s seat only. At least two additional individual short range, low power interior transceivers are focused on a front passenger seat, and a rear seat. A fourth or more short range, low power interior transceiver may be included in a larger vehicle. Synergistic interaction is provided between a vehicle&#39;s telematics controller and wireless devices (e.g. cell phones, smart phones, PDAs, wireless laptops, etc.) to parametrically control at least one wireless service or other operation of a wireless device presumed operated by the driver of the vehicle. Example wireless services blocked or forced into a safe mode (such as hands-free operation) include SMS, Email, and Voice services.

This application claims priority from U.S. Provisional No. 61/344,381 toWallace et al., entitled “Telematics Enhanced Mobile Device SafetyInterlock” filed Jul. 9, 2010; and from U.S. Provisional No. 61/344,382to Wallace et al., entitled “Telematics Basic Mobile Device SafetyInterlock” filed Jul. 9, 2010, the entirety of both of which areexpressly incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates generally to telecommunications. Moreparticularly, it relates to a safety interlock system blocking usage ofgiven telecommunication services while operating a vehicle.

2. Background of the Related Art

When a mobile subscriber is a mere passenger (not the driver/operator)in any kind of ground transportation it is perfectly safe to use amobile device to access mobile services. However, when the mobilesubscriber is operating a vehicle, use of mobile services may pose asignificant danger.

Studies have shown that a vehicle operator sending a text messageexhibits a response time that is markedly slower than an intoxicateddriver. A driver who accesses mobile services will respond slowly to acrisis, resulting in their vehicle traveling farther before stopping.Other studies published by the insurance institutes in the U.S. haveshown that sending an Email or “Text Messaging” (sending an SMS message)or web browsing while operating a vehicle makes the operator less awareof their surroundings and of their vehicular situation. In fact, thosesame studies indicate that a person using mobile messaging serviceswhile operating a vehicle consistently demonstrated stopping distancesnearly 50% longer than persons who were legally intoxicated. Messagingwhile operating a vehicle is more dangerous to both the vehicle operatorand people nearby than drunk drivers. Even engaging in a voiceconversation on a wireless device while operating a moving vehicle hasbeen found in some studies to be just as dangerous as driving whileintoxicated. But in today's mobile society, traveling via vehicle is thequintessential essence of “being mobile.”

In addition to being able to make phone calls, virtually every cellphone, PDA, or smartphone on the market today is manufacturedpre-installed with a Short Messaging System (SMS) (i.e., textmessaging), Email, and an Internet browser application. There arecurrently few limitations (if any) imposed on when and where a personcan send/receive a message using a mobile device. Even a wirelessenabled laptop can send a text message by sending a short email to anEmail address generally consisting of the target person's cell phonenumber “@” a domain operated by the cellular carrier. These Emails areprocessed by the cellular carrier and converted to SMS messages fortransmission to the target person's mobile device.

In today's SMS infrastructure, the SMSC can interwork with the UsageControl Server to control time-of-day, day-of-week, number of SMSmessages sent, and other static data. So at least with respect to thisparticular mobile service, SMS usage can currently be blocked at certaintimes of the day, on certain days, or after a given number of messageshave been sent and/or received. However, in conventional systems thereis no linkage to the SMSC or usage control server or other part of thenetwork for any data referring to movement, motion, speed, etc. of thewireless subscriber. Today this data is at best only staticallyemployed.

Currently, every cellular subscriber has the ability to send or receivetext messages or Email from their mobile device as well as browse websites without any imposed limitation based on when or where the user ispursuing such activities—including while they are actively operating avehicle. As a result persons operating vehicles can access mobileservices even though doing so makes them more dangerous than if theywere legally intoxicated.

SUMMARY OF THE INVENTION

In accordance with the principles of the current invention, a telematicsenhanced mobile device safety interlock for a vehicle comprises at leastthree short range, low power transceivers mountable within a vehicle. Atrilateration module is in communication with the at least threetransceivers. It trilaterates a position of an operating wireless devicewithin the vehicle and determines if the operating wireless device isbeing operated from an operator's seat of the vehicle. A safety moduleforces a safety mode of operation of the wireless device when operatedfrom the operator's seat.

In accordance with another aspect of the invention, a method ofrestricting use of a mobile device in a non-parked vehicle comprisesdetecting attempted use of a mobile device within the vehicle. A seatposition of the mobile device is determined to be an operator's seat. Asafety interlock module is triggered to cause restriction of use of themobile device.

BRIEF DESCRIPTION OF THE DRAWINGS

Features and advantages of the present invention will become apparent tothose skilled in the art from the following description with referenceto the drawings which:

FIG. 1 shows an automobile with an enhanced mobile safety interlockinstalled, in accordance with the principles of the present invention.

FIG. 2 shows trilateration implemented by the telematics controllershown in FIG. 1, using range measurements rA, rB and rD fromseat-focused short range, low power transceivers, in accordance with theprinciples of the present invention.

FIG. 3 depicts modules in an exemplary telematics controller, inaccordance with the principles of the present invention.

FIG. 4 shows an automobile with another embodiment of the inventionwherein a basic mobile safety interlock implements a single short range,low power transmitter, in accordance with the principles of the presentinvention.

DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

The present inventors have appreciated that mere disablement ofcommunication services while moving at a speed presumed to be drivingwould also inadvertently eliminate perfectly safe operation of similarmodes of communication services for mere passengers in a vehicle. Thepresent inventors have also appreciated that a key to achieving greatersafety without unduly reducing the utility of mobile services is todetect whether or not it is the vehicle operator who is attempting tosend a text message, read an email, etc., then render such usage safe,either by forcing hands-free use of that service if relevant andavailable, or by blocking use of that particular service for a temporaryperiod of time (or for as long as the vehicle remains in a non-parkedcondition.)

One conventional definition of “telematics” may have been understood tobe limited to the use of telecommunication equipment to facilitateautomation(s) in automobiles (http://en.wikipedia.orq/wiki/Telematics).However the etymology of the word telematics suggests that it can referto any sharing of computer based information over some distance. Assuch, as used herein, a mobile device is described as being incommunication with the automobile's computer system, i.e., itstelematics system.

Some conventional on-board vehicle telematics systems have the abilityto detect seats which are occupied, e.g., whether a driver is present inthe driver's seat, and whether a front seat passenger is also present.There are a variety of technologies used to accomplish this, the mostcommon of which is a weight sensor built into the respective seatsconventionally used to determine whether or not to disarm a passengerside air bag.

Privately owned and operated vehicles constitute the most significantdanger in terms of the sheer number of users who may attempt to accessmobile services while operating a ground vehicle, because there are farmore mobile device owners who drive automobiles than any other “vehicleoperator” demographic. Blocking dangerous use of mobile devices withinprivate vehicles has a tremendous ability to eliminate a huge percentageof the source of potential danger associated with mobile wirelessservices. Along this line, an embodiment of the invention (a case thatconstitutes the vast majority of the instances of dangerous use ofmobile services while operating a vehicle) is when the vehicle operatoris the solitary adult in the vehicle. Vehicles generally use weight todetermine whether an occupant is an adult. Vehicle occupants whoseweight is below a pre-designated value are considered “juvenileoccupants”. Vehicles will not arm the passenger side airbags whenjuveniles occupy the front side passenger seat because the airbag mayconstitute a greater threat to the juvenile occupant than the forcevectors suffered in a front or side impact when the juvenile occupant iswearing a seatbelt.

The invention recognizes that the best way to determine whether thevehicle operator is attempting to access a mobile service while movingis for the mobile device to interact with the vehicle itself, i.e.,using a telematics controller in the given vehicle. Thus, the presentinvention provides a handset-based safety interlock that inter-operatesthe wireless mobile device with a vehicle's telematics controller whichhas the ability to physically sense the specific seats in the vehiclethat are occupied. Though possible to accomplish with trilaterationmethods alone, combining knowledge of seats that are occupied togetherwith triangulation information informing which of the occupied seats isattempting operation of a restrictable service on a mobile phone,increases safety results with a higher fidelity handset-based safetyinterlock.

Trilateration uses range measurements from three (3) points and computeswhere the arcs of those three line segments intersect. There is error intrilateration, so an error ellipse in which the target is located iscomputed. while similar in end result to triangulation, trilateration inaccordance with the principles of the present invention is not the sameas triangulation. Trilateration is preferred because the antennatechnology included in the passenger cabin of vehicles typically can notget accurate angular measurements. Although trilateration can be quitesensitive to noise in terms of detected range, if the receiver antennacannot accurately measure angles then trilateration is preferred by theinventors herein. In accordance with the invention, trilateration ispreferred for scenarios where the antenna within the passenger cabincannot adequately measure angles, and triangulation may be used and ispreferred for scenarios where the antenna within the passenger cabin iscapable of measuring an angle.

The present invention provides synergistic interaction between atelematics controller 102 (e.g. computing for vehicles), wirelessdevices (e.g. cell phones, smart phones, PDAs, wireless laptops, etc.),and location infrastructure to parametrically control the use ofwireless devices and associated services—including but not limited toShort Message System (e.g. “Text”) messages, Email, Voice, and otherclient services—used by a vehicle operator.

Otherwise conventional vehicles include a variety of mechanical sensorsthat indicate which seats in a vehicle are occupied. In accordance withthe present invention, a wireless mobile device takes advantage offeatures of an otherwise conventional telematics system by including a“smart safety interlock” that allows only passengers to access certainmobile services while in a moving vehicle. In the present inventionmobile communication devices are enabled to interoperate with vehiclecomputing systems—via very short range, low power, small bandwidthcommunication protocols including but not limited to “Bluetooth”—so thatvehicle information including but not limited to weight sensor readingscan be provided to the mobile device.

FIG. 1 shows an automobile with an enhanced mobile safety interlockinstalled, in accordance with the principles of the present invention.

In particular, as shown in FIG. 1, a vehicle includes a telematicscontroller 102, and at least three short range, low power interiortransceivers 110, 112, 114, 116. The short range, low power interiortransceiver A 110 is shown focused on a vehicle's driver's seat only. Atleast two additional individual short range, low power interiortransceivers B 112 and C 114 are also included, e.g., focused on a frontpassenger seat, and a rear passenger side seat. For increased accuracy,a short range, low power interior transceiver may be provided adjacenteach passenger seat in the vehicle, which in the shown example adds afourth rear driver side short range, low power interior transceiver D116 focused on a driver's side rear seat.

For trilateration purposes, it is only important that at least threeshort range, low power transceivers (e.g., Bluetooth transceivers) beincluded within the vehicle. The inclusion of a plurality of shortrange, low power transceivers (e.g., 110-116) throughout a vehicleinterior allows the vehicle's telematics system to determine withaccuracy which occupant is attempting to access a given mobile service.

The telematics controller 102 includes a module which determines fromseat sensors and from trilateration from among the plurality of shortrange, low power transceivers 110-116, a most likely occupied seatwithin the vehicle that is attempting to access a given mobile service(e.g., SMS, Email, etc.)

As an alternative to trilateration methods, the telematics module 102may simply determine a closest transceiver 110-116 to a mobile device asmeasured by the intensity of a received RF (e.g., Bluetooth) signal,ideally to provide a 99% dependable indication of the mobile device'slocation within the vehicle interior.

Table 1 illustrates an exemplary method implemented by the telematicscontroller 102 to determine which passenger in a given vehicle is mostlikely using their mobile device, based upon which short range, lowpower interior transceiver 110-116 has the maximum signal strength withthe mobile device and thus is presumed closest to the mobile device):

TABLE 1 Interior Interior Interior Interior Transceiver TransceiverTransceiver Transceiver Passenger “A” 110 “B” 112 “C” 114 “D” 116 DriverMAX SIGNAL STRENGTH Front max signal max signal Center strength strengthFront MAX Right SIGNAL STRENGTH Back MAX SIGNAL Right STRENGTH Back maxsignal max signal Center strength strength Back Left MAX SIGNAL STRENGTH

A non-driving passenger sitting in a position between transceivers C 114and D 116, e.g., in a position such as in the center of the back seat,may well be detected at nearly the same signal strength in two of thefour interior transceivers (e.g., at transceivers C 114 and D 116). Inthis example this would be presumed to be a passenger sitting in acenter of the back seat of the vehicle.

This ‘center of the seat’ possibility also exists in a front bench-seattype seat, in which case a front center passenger's mobile device willregister signal strength nearly equally on transceivers A 110 and B 112.But few vehicles manufactured today have a front middle passenger seat.The RF signal (e.g., Bluetooth) strength detection at each of thetransceivers 110-116 for a passenger sitting in the front centerposition may well be close enough to the driver's position to make itvirtually impossible to articulate the difference between a passengersitting in a front center seat and a driver. Even though use a mobiledevice from a front center position within the vehicle interior may beinadvertently blocked, such mobile device usage so close to the driverwould likely in any event be distracting to the driver, so blockage ofuse of certain mobile services on a device used by a passenger sittingin the front center would be acceptable to ensure safety.

Once it is determined that a mobile device is being attempted to be usedby the driver of a non-parked vehicle, safety blockage is initiated. Thesafety blockage may be accomplished at the mobile device itself with anappropriate instruction signal from the vehicle's telematics controller102 via an appropriate wireless communication path (e.g., a piconet typecommunication such as Bluetooth) instructing the carrier servicing themobile device to block usage of at least that particular wirelessservice. Alternatively, or additionally, the telematics controller 102may communicate with the mobile device, via Bluetooth or via thewireless phone network, forcing the mobile device into a hands-freemode.

Alternatively, or additionally, service safety blockage may beimplemented at the subscriber's network level by use of a “serviceblockage request” passed from the telematics system 102 over its ownwireless telecommunications network, and routed to a pre-configuredservice blockage server associated either with the current carrier (ifroaming) or with the carrier of the mobile device to be blocked.

Service blockage is preferably limited to a given mobile service, e.g.,SMS, Email, calls, etc., and preferably is temporary, e.g., for the nextseveral minutes. Once blockage is implemented for a given service, otherservices that might not be appropriate for use by a driver of a vehiclemay also be blocked at that time.

FIG. 2 shows trilateration implemented by the telematics controller 102shown in FIG. 1, using range measurements rA, rB and rD fromseat-focused short range, low power transceivers A 110, B 112 and D 116,in accordance with the principles of the present invention.

In particular, as shown in FIG. 2, the method illustrated in Table 1 isenhanced by the use of trilateration performed within a vehicle'stelematics controller 102 to accurately compute the seat location of atransmitting mobile device, as detected by reception of an RFcommunication signal and/or Bluetooth signal from the mobile device ateach of the internal transceivers 110-116.

Echo cancellation techniques may be implemented at the transceivers110-116 to digitally remove echoes received from an original signal fromthe mobile device. With echoes removed or significantly attenuated, adistance from any of the transceivers 110-116 to the transmitting mobiledevice may be calculated with an accurate time measurement of the samesignal component of a transmission from the mobile device to each of theinternal transceivers 110-116.

Although FIG. 2 shows trilateration using range measurements fromTransceivers “A”, “B”, and “D” (i.e. “rA”, “rB”, and “rD”) there is noreason that the location determination couldn't be made with rangemeasurements from any subset of three (3) out of the total quantity oftransceivers A-D 110-116 within the vehicle. And while disclosedembodiments show the implementation of four transceivers within theinternal cavity of a vehicle, a larger vehicle with several or moreseats may include additional transceivers focused on those additionalseats, within the principles of the present invention.

In accordance with the principles of the present invention, at leastthree receivers (which may be transceivers in a more sophisticatedimplementation) are required to permit trilateration and calculation ina 2-dimensional plane of the location of a given active mobile device.If more than three receivers are implemented, accurate location of amobile device within the vehicle may be obtained using any subset of atleast three of the receivers.

The mathematical details of trilateration are well known to those ofskill in the art (e.g., at the web sitehttp://en_wikipedia.org/wiki/Trilateration), and thus will not beincluded herein.

Though trilateration may be performed for any/all mobile devicesoperated within a given vehicle, for the purposes of the presentinvention a significant improvement in safety is provided by thedependable detection of the location of only a mobile device attemptedto be operated by the driver of the vehicle, and safety imposed blockageor forced hands-free operation thereof.

According to another aspect of the present invention, the short range,low power, small bandwidth communication protocol usage is mandatory forthe wireless device user when within the confines of the relevantautomobile. As an example, in one embodiment, the vehicle computingsystem has authority to start any required application within thewireless device to automatically enable Bluetooth or othercommunications if not already enabled within the wireless device.

FIG. 3 depicts modules in an exemplary telematics controller, inaccordance with the principles of the present invention.

In particular, as shown in FIG. 3, the telematics controller 102includes the otherwise conventional telematics module 302 and associatedcellular RF front end 304. However, in accordance with the invention,the telematics controller 102 further includes a safety interlock module300 and associated Bluetooth front end 310. Multiple antennas 110-114are located within the operator/passenger cabin of the vehicle.Conventional seat sensors 319 are monitored by the telematics controller102 to sense occupied seats within the vehicle.

Detection that a vehicle is driving may be derived from a non-parkedindication from the telematics controller 102.

Alternatively, driving may be inferred by the wireless network itself bydetection of movement of the subscriber. In particular, the cellularinfrastructure has the capability to determine when a mobile device isactually moving. In accordance with the invention, a mobile devicecooperates with cellular network infrastructure to detect its rate ofmovement and location relative to known roadways. In this way, themobile device itself may impose safe operation by blocking its own useof certain features of the wireless mobile device, e.g., SMS, Email, andweb browsing applications, and/or blocking that device's access tonetwork mobile services, when in a moving vehicle as detected by motion.Motion or velocity is a simple function of changes in location overtime, and can be determined by an on-board GPS system and/or a locationdetermining elements of a wireless network. Every cellular mobiledevice, be it CDMA, TDMA, GSM, WiMAX, LTE, and even VoIP, communicateswith a cellular base station. As the mobile device moves and signalquality with a current base station with which the mobile device iscommunicating begins to degrade, the cellular network transferscommunication with that device to a different base station having bettersignal quality. That transfer (referred to as a “handoff”) occurs againand again as the mobile device continues to move. Transfers between basestations can be used as a presumed measure of motion of the mobiledevice, though this is a relatively low fidelity measurement of motion.Nevertheless, it allows detection of movement of every cellular mobiledevice regardless of its technology, old or new. Better yet is use of aninternal Global Positioning System (GPS) chipset present in most moderncellular mobile devices, allowing the wireless device to receive GPSsignals and locate itself. Based on repeated GPS location information anaccurate determination as to both location and speed computed. TheFederal Communications Commission (FCC) has mandated that all cellularcarriers be able to precisely (i.e. within 150 ft) locate mobile devicesthat are communicating with the carriers' cellular network(s) regardlessof whether or not the mobile device is GPS enabled. All wirelesscarriers operating in the U.S. have added various Position DeterminationEquipment(s) (PDEs) to their wireless networks allowing them toaccurately locate all subscribers and thus comply with the FCC mandate.

A rough determination of speed may be calculated from at least twolocation determinations for a given wireless device, allowingcomputation of velocity of the wireless device as a function of thedistance the wireless device travels divided by the amount of timeelapsed between location determinations.

When a distance vector is computed starting at the first location andending at the second location a velocity vector may be derived thatrepresents not only where the mobile device is currently located butalso the direction in which the mobile device moved, and the velocity atwhich the device moved.

Some mobile devices even include accelerometer chipsets with which todirectly detect motion on three axes of measurement (up-down,side-to-side, and forward-back).

In addition to cell data, some wireless devices are otherwiseconventionally able to provide measurements of transmission strengthto/from a list of cell towers in addition to the location of the currentcell site. This measured power level data in addition to cell data isused to provide an enhanced view of location and movement, in accordancewith another embodiment of the invention.

In another aspect, the present invention implements a simple safetyinterlock by blocking use of certain mobile services if the calculatedvelocity of a given wireless device exceeds a certain value presumed tocorrespond with use within a moving vehicle. The need to implement thesafety-interlock blockage of wireless services may be determined andimplemented by the wireless device, or the service blockage may bedetermined and implemented within the carrier network.

When the mobile device receives “velocity” and “adult passenger count”from the vehicle, if the velocity is greater than zero (0) and the adultpassenger count is less than or equal to one (1) then the mobile devicedisables the use of mobile services.

IF ((velocity > 0) and (adult_passenger_count <= 1)) then DISABLE_MOBILESERVICES DISPLAY VISUAL WARNING ON MOBILE DEVICE END IF

Safety is not an absolute. Safety is incremental . . . safety is amatter of probabilities. There is nothing that is “perfectly safe” butmany things that have been deemed safe enough for consumption by thegeneral public.

Also, it's distinctly possible that dealing with just this onescenario—the solitary adult vehicle occupant scenario—may eliminateenough of the problem domain that no further safeguards are needed.

Every other case is more complex than the “Solitary Adult VehicleOccupant” scenario.

Difficulty inherent with any “multiple adult vehicle occupants” scenariois determining precisely which occupant is attempting to access mobileservices.

The present invention recommends that interoperation between a vehicle'stelematics controller 102 and a mobile device be extended such thatwhile inside the vehicle the mobile device communicates only with thevehicle's telematics controller 102 (e.g., via Bluetooth communications)and then the vehicle's telematics controller 102 relays the mobilecommunication signals to its wireless infrastructure. This yields twodesirable end results: (1) The ability to detect which occupant isattempting to use a mobile device; and (2) Improved battery life for themobile device because the mobile device can temporarily either disableits high power RF circuitry necessary to communicate with cell towers infavor of just its Bluetooth wireless network front end, thus reducingits draw on its own battery power.

The present invention recommends that vehicle telematics systems includeseveral short range, low power interior transceivers in each corner ofthe vehicle interior for passenger vehicles intended to carry 2 to 6passengers (see FIG. 1), and ideally also in the middle of the vehiclenear the roofline for vehicles meant to carry more than 6 passengers.

Once the telematics controller 102 determines “velocity” or othernon-parked condition; and a Boolean value representing “transmissionfrom operator” from the vehicle, if the vehicle is not in ‘Park’, or ifthe velocity is greater than zero (0), and the adult passenger count isgreater than one (1) and the transmission from operator Boolean is equalto “TRUE” then the mobile device disables the use of Mobile Services.

IF ((velocity > 0) and (adult_passenger_count > 1) and(XMIT_FROM_OPERATOR = “TRUE”)) then DISABLE_MOBILE SERVICES DISPLAYVISUAL WARNING ON MOBILE DEVICE END IF

A Smart Safety Interlock in accordance with the principles of thepresent invention may be implemented on large-scale vehicles, e.g., onmass transit vehicles, using the principles of the present invention.For instance:

IF ((velocity > 0) and (adult_passenger_count > 1) and(XMIT_FROM_OPERATOR = “TRUE”)) then DISABLE_MOBILE SERVICES DISPLAYVISUAL WARNING ON MOBILE DEVICE END IF

FIG. 4 shows an automobile with another embodiment of the inventionwherein a basic mobile safety interlock implements a single short range,low power transmitter, in accordance with the principles of the presentinvention.

In particular, as shown in FIG. 4, a cellular telematics controller 502is implemented in a vehicle containing a safety module that causes asafety interlock with a wireless device operated by a driver via asingle short range, low power interior transmitter 510.

In this embodiment of the invention, vehicle operation safety isimproved without indiscriminately blocking all mobile devices within thevehicle by sending a signal only to the vehicle operator's mobiledevice, causing only the driver's mobile device to disable mobileservices.

In this embodiment, only one telematics transmitter 510 is included inthe vehicle's interior. The single telematics transmitter 510 (e.g., aBluetooth transmitter) is positioned such that the driver will always bethe occupant nearest to the transmitter (see FIG. 4).

The signal strength from the single telematics transmitter 510 iscarefully attenuated so that only the driver's mobile device willreceive the signal and only the driver's mobile device will disablemobile services.

In operation, a safety interlock is triggered in the driver's mobiledevice by transmitting a block instruction signal from the vehicle'stelematics controller 502, via the very short range, low power, smallbandwidth communication protocols such as “Bluetooth” transmitter 510.The block instruction signal instructs the driver's mobile device totemporarily disable its mobile services.

The block instruction signal may be qualified by an independentdetection that the vehicle is in a driving condition. The drivingcondition may be determined when the vehicle is started, and itstransmission is in a non-parked condition. Alternatively driving may bemeasured, e.g., when the velocity of the vehicle is detected to begreater than zero (0), thus causing the telematics controller 502 tobroadcast a signal through the short range, low power interiortransmitter 510 that causes any mobile device within its one seat rangeto disable the use of mobile services.

IF (velocity > 0) then vehicle telematics begins to broadcastDISABLE_MOBILE SERVICES signal END IF

While it's true that this invention is not “safer” than totaldisablement of all mobile services while any mobile device is in motionpresumed to correspond with driving, it enables a vast majority ofmobile subscribers to continue to use these mobile services if theyaren't the vehicle operator, thus significantly improving safety to auniversally acceptable level for all people in a vehicle.

The present invention provides improved mobile device battery life,allowing the vehicle to relay telecommunications to the surroundingcellular infrastructure will allow mobile devices to temporarily (i.e.while aboard the vehicle) reduce transceiver power to minimum settings.This would also provide a reduced risk of any adverse health effectscaused by continuous close exposure to higher power RF radiation.Moreover, allowing mobile devices to operate via Bluetoothcommunications with a vehicle's telematics controller 102 with its owncellular front end turned off or left at a minimum transceiver powersetting reduces exposure to RF radiation within the vehicle.

The present invention provides improved management of presence &availability, e.g., by providing the ability to detect whether a mobiledevice subscriber is currently operating a vehicle, and thus the basisto automatically, by network control, alter that user's “availability”settings to indicate some variant of “unavailable”, until the mobiledevice detects that the vehicle is ‘parked’ or otherwise no longer beingoperated by the user of that mobile device.

The present invention to vehicles other than just transportationvehicles. For instance, someone operating a crane or a back-hoe oughtnot to be sending SMS messages or using other mobile services whileoperating the vehicle in precisely the same way that a bus driver orsomeone driving an automobile ought not to be distracted by mobileservices.

While the invention has been described with reference to the exemplaryembodiments thereof, those skilled in the art will be able to makevarious modifications to the described embodiments of the inventionwithout departing from the true spirit and scope of the invention.

1. A telematics enhanced mobile device safety interlock for a vehicle,comprising: at least three short range, low power transceivers mountablewithin a vehicle; a trilateration module, in communication with said atleast three transceivers, to trilaterate a position of an operatingwireless device within said vehicle and determine if said operatingwireless device is being operated from a driver's seat of said vehicle;and a safety module to force a safety mode of operation of said wirelessdevice when operated from said driver's seat.
 2. The telematics enhancedmobile device safety interlock for a vehicle according to claim 1,wherein: said safety module forces said safety mode of operation only ifsaid vehicle is currently being operated by a requestor of mobileservices.
 3. The telematics enhanced mobile device safety interlock fora vehicle according to claim 1, further comprising: a cellular front endcommunications module, mounted in said vehicle and in communication withsaid trilateration module.
 4. The telematics enhanced mobile devicesafety interlock for a vehicle according to claim 3, wherein: saidsafety module is triggered via said cellular front end communicationsmodule.
 5. The telematics enhanced mobile device safety interlock for avehicle according to claim 1, wherein: said safety module is triggeredby said trilateration module.
 6. The telematics enhanced mobile devicesafety interlock for a vehicle according to claim 1, wherein: said atleast three short range, low power transceivers are piconettransceivers.
 7. The telematics enhanced mobile device safety interlockfor a vehicle according to claim 1, wherein: said at least three shortrange, low power transceivers are Bluetooth transceivers.
 8. Thetelematics enhanced mobile device safety interlock for a vehicleaccording to claim 1, wherein: said at least three short range, lowpower transceivers are infrared transceivers.
 9. The telematics enhancedmobile device safety interlock for a vehicle according to claim 1,further comprising: a plurality of seat sensors within said vehicle;wherein safety blockage of said wireless device is triggered only ifsaid mobile device is determined to be operated by said driver.
 10. Thetelematics enhanced mobile device safety interlock for a vehicleaccording to claim 1, wherein said wireless device comprises: a laptop.11. The telematics enhanced mobile device safety interlock for a vehicleaccording to claim 1, wherein said wireless device comprises: asmartphone.
 12. A telematics enhanced mobile device safety interlock fora vehicle, comprising: at least three short range, low powertransceivers mountable within a vehicle; a triangulation module, incommunication with said at least three transceivers, to triangulate aposition of an operating wireless device within said vehicle anddetermine if said operating wireless device is being operated from adriver's seat of said vehicle; and a safety module to force a safetymode of operation of said wireless device when operated from saiddriver's seat.
 13. The telematics enhanced mobile device safetyinterlock for a vehicle according to claim 12, wherein: said safetymodule forces said safety mode of operation only if said vehicle iscurrently being operated by a requestor of mobile services.
 14. Thetelematics enhanced mobile device safety interlock for a vehicleaccording to claim 12, further comprising: a cellular front endcommunications module, mounted in said vehicle and in communication withsaid triangulation module.
 15. The telematics enhanced mobile devicesafety interlock for a vehicle according to claim 14, wherein: saidsafety module is triggered via said cellular front end communicationsmodule.
 16. The telematics enhanced mobile device safety interlock for avehicle according to claim 12, wherein: said safety module is triggeredby said triangulation module.
 17. The telematics enhanced mobile devicesafety interlock for a vehicle according to claim 12, wherein: said atleast three short range, low power transceivers are piconettransceivers.
 18. The telematics enhanced mobile device safety interlockfor a vehicle according to claim 12, wherein: said at least three shortrange, low power transceivers are Bluetooth transceivers.
 19. Thetelematics enhanced mobile device safety interlock for a vehicleaccording to claim 12, further comprising: a plurality of seat sensorswithin said vehicle; wherein safety blockage of said wireless device istriggered only if said mobile device is determined to be operated bysaid driver.
 20. A method of restricting use of a mobile device in anon-parked vehicle, comprising: detecting attempted use of a mobiledevice within said vehicle; determining a seat position of said mobiledevice to be a driver's seat; and triggering a safety interlock moduleto cause restriction of use of said mobile device.
 21. The method ofrestricting use of a mobile device in a non-parked vehicle according toclaim 20, wherein said restriction of use comprises: prevention ofoperation of an Email application.
 22. The method of restricting use ofa mobile device in a non-parked vehicle according to claim 20, whereinsaid restriction of use comprises: prevention of operation of a textmessaging application.
 23. The method of restricting use of a mobiledevice in a non-parked vehicle according to claim 20, wherein saidrestriction of use comprises: forced hands-free mode of operation ofsaid mobile device.
 24. The method of restricting use of a mobile devicein a non-parked vehicle according to claim 20, wherein: said seatposition is determined using triangulation of an RF signal from saidmobile device.
 25. The method of restricting use of a mobile device in anon-parked vehicle according to claim 20, wherein: said seat position isdetermined using a physical seat sensor of a driver indicating an onlyoccupant of said vehicle.
 26. The method of restricting use of a mobiledevice in a non-parked vehicle according to claim 20, furthercomprising: communicating between said safety interlock module and saidmobile device using a Bluetooth signal.